Supercharger Kits

Types of Superchargers

Power Numbers

Complete Kit vs. Tuner Kit — CRITICAL DISTINCTION

• Complete Kit: Includes blower + fuel injectors + fuel pump + tune + all hardware. Ready for a stock or lightly modified engine. Safe for beginners.
• Tuner Kit: Blower head unit ONLY. Assumes you already have custom fuel and tuning. NOT safe for beginners without extensive knowledge.
• Site must tag each product clearly. A beginner buying a Tuner Kit without knowing the difference can destroy their engine within minutes of driving under boost.

Required Supporting Mods

1. Upgraded fuel injectors (sized for boost — typically 50–80% larger than stock)
2. Upgraded fuel pump or pump booster (DeatschWerks, Walbro)
3. MAP sensor upgrade (stock maxes at ~22 PSI)
4. Custom ECU tune (MANDATORY — not optional)
5. Colder-range spark plugs (prevent detonation)
6. Lower thermostat / cooling upgrades (heat management critical)

Site UX Recommendations

• Red banner warning on all Tuner Kit listings: "Does not include fuel system or tune. For modified engines only."
• "What else do I need?" checklist on all supercharger pages.
• Kit type filter: Complete Kit / Tuner Kit.
• HP gain shown prominently — this is the #1 purchase driver.

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Positive Displacement (Roots / Twin-Screw)

Examples: Whipple Gen 5 (twin-screw), Magnuson TVS (twin-screw), Edelbrock E-Force (roots)

How it works: Two counter-rotating rotors trap air between their lobes and push it forward into the intake. Unlike centrifugal designs, positive displacement superchargers move a fixed volume of air per rotation — meaning boost is available from idle.

Power characteristics:

• Full boost available from low RPM
• Flat, broad torque curve — power feels immediate and relentless
• Better low-to-mid range than centrifugal
• Slightly less peak top-end power vs centrifugal at same boost level
• More parasitic drag (requires more engine power to spin)
• Higher intake charge temperature (more heat generated by compression) — intercooling important

Driveability: Easy to drive. No "hit" or surge — power builds smoothly from the moment you press the throttle. Best for street cars, daily drivers, people who want tractable power.

Sound: Distinctive whine/howl that increases with RPM. The stereotypical "supercharger sound."

Centrifugal

Examples: ProCharger P-1SC-1 / D-1SC, Vortech V-3 Si

How it works: Like a turbocharger but belt-driven instead of exhaust-driven. A centrifugal impeller spins at very high speed and uses centrifugal force to compress air. Boost output increases with the square of rotational speed — meaning it builds with RPM.

Power characteristics:

• Little boost at low RPM, builds as RPM climbs
• Strong top-end power — keeps pulling through the redline
• Better peak power numbers at high RPM
• Less torque at low RPM compared to positive displacement
• More efficient (less heat generated, less parasitic drag)
• Better for already-fast builds where you want top-end horsepower

Driveability: Different feel from positive displacement. Cars that have traction issues (rear-wheel drive on street tires) can actually be easier to launch with centrifugal because power builds gradually. Less likely to immediately overwhelm traction.

Sound: Turbo-like whistle that builds with boost. Less dramatic than positive displacement whine.

Side-By-Side Comparison

Site UX Recommendations

• Filter supercharger kits by type: "Positive Displacement" vs "Centrifugal"
• Explain the power delivery difference in layman terms on each listing
• Show a "best for" tag: "Best for street driving" vs "Best for track/top speed"

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Why Hellcat Mods Are Different

The 6.2L Hellcat already has a factory supercharger (Eaton TVS 2.4L on standard Hellcat, 2.7L on Redeye/Demon). "Adding boost" means upgrading the existing blower, not installing a new one. The fuel system is already upgraded from stock HEMI spec, but still needs attention for aggressive power levels.

Factory Hellcat Power

• Standard Hellcat: 717 HP / 656 lb-ft (2.4L Eaton blower, ~11.6 PSI)
• Hellcat Redeye: 797 HP (same 2.7L blower from Demon, higher boost)
• Super Stock: 807 HP
• Demon 170: 1,025 HP (on E85) — highest production car HP ever at launch

Bolt-On Mods (Hellcat Standard)

1. Pulley Swap — Biggest Bang for Buck

Reducing the supercharger pulley size spins the blower faster, making more boost. Every PSI of boost on a Hellcat = ~30–50 WHP.

• 3.1" upper pulley + tune: ~50 WHP gain — safe, street-driveable
• 2.82" upper pulley + 775cc injectors + Boost-A-Pump: ~100 WHP gain
• 2.64" upper + ATI lower pulley + 1000cc injectors + dual pump: ~150–200 WHP on E85

2. Cold Air Intake

JLT Intakes and Legmaker Intakes (carbon fiber) are the community favorites. Also makes the supercharger whine louder — a bonus for Hellcat owners.

3. Ported Supercharger Snout

SDG Performance porting service: ~50 WHP and ~2 PSI boost gain. Smooths and enlarges internal passages for better airflow. Pairs well with a Nick Williams 108mm throttle body.

4. Heat Exchanger Upgrade (Interchiller)

The Hellcat uses a water-to-air intercooler on top of the supercharger. Under repeated hard acceleration, the coolant in this system heat-soaks, reducing the intercooler's effectiveness and causing power to drop ("heat soak"). The IC Chiller system chills the intercooler coolant between runs for consistent power.

5. Catch Can — essential, same as other HEMIs, arguably more important under boost

Higher-Power Hellcat Upgrades

• Full Whipple 3.0L+ swap — replaces Eaton with Whipple unit. +200–300 WHP with full fuel support
• Magnuson TVS2650 swap — similar to Whipple route
• Driveshaft Shop CV driveshaft — handles 1,000+ HP; stock driveshaft is a known weak point at aggressive power levels
• Built transmission — stock 8HP90 handles bolt-ons; above 900 HP, a built trans (Sipple Speed, etc.) with reinforced clutch packs is recommended
• Differential brace — DIRS brace prevents diff failures at high power
• Wavetrac LSD — upgraded limited-slip for better traction distribution

Key Insight for Site

The Hellcat modification tree is completely different from N/A builds. Someone buying for a Hellcat should see Hellcat-specific parts, not generic HEMI parts that may not fit the blower manifold. Engine-size filtering and trim-level compatibility are critical here.

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